KRATOS did not just break the previous S55 record of 1087 wheel horsepower they also set several new overall BMW power records in the process. Frankly, BimmerBoost.com is having trouble compiling them all. This exceeds any recorded F-Series BMW to our knowledge as well as any recorded M3.

The KRATOS KRAS55Bi 1150 wheel pull essentially ushers in a new era of BMW power. The closest BMW 3-Series we can find to this output is an E30 with a turbocharged S38 swap making 1225 horsepower. Again, no factory M3 motor or modern F-Series including the S63 V8 powered models are making more power.

They could squeeze more out of it but at this point you have to start worrying about the block integrity plus nobody else is putting the DCT transmission through this level of output. As the fuel used is Ignite E85 which is more consistent than pump E85 fuel timing likely could safely be bumped a little bit.

You could also look into custom cams but these turbos are already making over 300 wheel horsepower more than what they are rated to make by KRATOS. What more do you want?

Mod list below and keep in mind this pull was done with a recorded 77 degree ambient temperature. There literally is nothing hidden here and nothing left to prove regarding what these turbos can do.

It's with great pleasure that we at Global Motoring Group share the latest results of our KRATOS KRAS55Bi Turbo System.

As many of you may know, within a week of completing an engine build on one of our developmental S55's we were able to put down preliminary dyno results of 975whp and 752wtq @ 35psi on pump E85. As the turbos clearly had much more left in them combined with the fact that the 35psi run is very close to the limit of the factory map sensor, we decided to move forward with installing a 4 bar map sensor that would enable us to dial in additional boost. Moreover, being that the KRAS55 line of turbo systems will begin their public release this month, we wanted to update those who have been following our recent developments.

We reached out to Burger Motorsports as they had a Bosch 4 bar sensor upgrade kit that would work for the application. Unfortunately, their kit was not made for S55's, but with the help of Terry & Payam they were able to put a custom PnP harness together for us in only one day and promptly shipped it to us. Once installed, Halim@HCP rescaled the map sensor to prepare the car for further testing of the KRAS55Bi turbos. With the car dialed in on a HCP custom tune @ 41psi and Ignite E85 fuel (E83 Via Fuel-It Sensor) with an ambient temperature of 77°F our KRAS55Bi's produced the following results listed below.

While the KRAS55Bi turbo system does produce a stratospheric 1150whp and 985wtq, it is important to note that this S55 is still one of the most civil and docile daily drivers you will ever come across. The KRATOS brand has maintained focus on never sacrificing drivability and reliability for the sake of power output. KRATOS offers peak power beyond large single turbos with OEM twin turbo drivability and increased reliability. As we stated in our previous press release and have now further proven, "The notion that custom large single or large twin turbos are required to produce high output figures is now moot point."

Availability
KRAS55Bi’s will be shipping THIS MONTH!

Pre-orders:
Pre-orders will consist of a $500 refundable deposit meant to signal intent of purchase. Please contact a representative at info@asrkratos.com for more information regarding pre-ordering a KRAS55Bi system.

Congrats Kratos with these numbers,but honestly i liked the 975Whp Whp/TQ curve more ,why does this dyno curve fall down at 6300Rpm?

@ Sticky ,No M3 engine record,remember the guys(pioneers) from Europe like PPF Sweden and VS-Motors etc,i dont want to search now but there is proof, you know these guys dont lie about numbers...

There are several factors that contribute to the loss of power and torque passed the 6300rpm mark.

The first thing that has to be considered is that the engine was designed in such a way that it's meant to be most efficient within a specific rpm range. This basically means that the valve timing and camshaft profiles are part of an equation that allows the engine to perform and breath it's best within that rpm range. Another thing to consider is that as the RPM increases, it gets harder to get the optimal amount of air and fuel into the cylinder and burn it at an optimal rate. The faster the engine revs, the less time there is to induce, compress, burn, and exduce. This in turn affects your ignition timing, which means you start the burn process earlier than what's ideal so the flame dies just before the exhaust valve opens. Unfortunately, there is no way to install an aftermarket camshaft on the intake side due to the valvetronic and currently there are no exhaust cam options.

Another thing to consider is the flow capabilities of the turbo system. At our peak output of 1150whp our max boost duty cycle is 94% which produces 41psi. The turbos are able to maintain 41psi all the way to the rev limiter. We also measure the shaft speed of our beta systems with custom shaft speed sensors installed on the compressor covers. This tells us the shaft speed the turbos were designed to operate within. If we go above that shaft speed, the turbos will create more heat per pound of boost and be less efficient which is what we do not want. According to our data, we are close to the upper limit of shaft speed we would like to stay within which means the drop is not related to compressor. That leaves us with the turbine wheels which were designed to support just above 1200whp as a pair.

Taking all this information into account we feel it's a combination of limitations between the two. Flow capabilities being reached sooner as a result of camshaft lift and duration limitations.

I think it makes far more sense to do an overlay on stock turbos or hybrids. You don't have a turbo design like this available for the Carrera and nobody has even built a motor yet so you're comparing apples and oranges.

When the 911 3.0's get off stock housings and get supplemental port injection that will make more sense but until then this is a different ballgame.

It has come to our attention that some have commented behind closed doors that we've attempted to mislead consumers by intentionally removing the smoothing from our dyno graph. This was an honest error and was cutoff by accident while the dyno graph was cropped when adding our watermark. The actual smoothing of the graph posted is a 4 just like our previous graphs posted in our press releases to make it consistent. If the people inquiring about this paid attention to the video posted, they would've clearly seen the car made 1144whp with a smoothing of 5. Peanuts of a difference in the grand scheme of things. The fact is that at it's current power level even at a smoothing of 5 in 77°F ambient temperature, the KRAS55Bi turbos in stock frame size are producing an average of 300whp above any hybrid stock turbo kit as well as producing more than any custom single or twin turbo system at less boost.

Another point we wanted to mention regarding the power loss from 6300 to redline is as follows. Many people may not be familiar with the valvetronic system's limitations as it relates to valve spring pressure. We spent approximately 6 months working with Headgames so they could develop a valve spring with enough spring pressure to negate valve float as much as possible while still being able to maintain the functionality of the valvetronic system. If the valve spring pressure is too high the valvetronic system will not function properly and the throttle simply won't open. That being said, could we use more spring pressure? Of course, but it would be at the expense of potentially running into valvetronic and throttle issues. In short, Headgames was able to develop a valve spring that was a great compromise that helped overcome these obstacles. However, we may be at a mechanical limit that there currently is no solution for. Only time will tell with more R&D testing.

Another point we wanted to mention regarding the power loss from 6300 to redline is as follows. Many people may not be familiar with the valvetronic system's limitations as it relates to valve spring pressure. We spent approximately 6 months working with Headgames so they could develop a valve spring with enough spring pressure to negate valve float as much as possible while still being able to maintain the functionality of the valvetronic system. If the valve spring pressure is too high the valvetronic system will not function properly and the throttle simply won't open. That being said, could we use more spring pressure? Of course, but it would be at the expense of potentially running into valvetronic and throttle issues. In short, Headgames was able to develop a valve spring that was a great compromise that helped overcome these obstacles. However, we may be at a mechanical limit that there currently is no solution for. Only time will tell with more R&D testing.

How much more power do people need? This is insane. The titanium wheels are coming too.